Technique of real-time tracking and management of land-based vehicles of the airport

ABSTRACT

The invention relates to the field of management of land-based vehicles on the airport territory using satellite positioning technologies. 
     The technique of real-time tracking and management of land-based vehicles of the airport includes creation of a geoinformation system of the airport territory, real-time determination of coordinates of vehicles using satellite positioning devices, control of speed and/or routes of vehicle movement and management of vehicle traffic. Additionally, state of vehicles and/or time of execution of works by each vehicle are controlled and movement of and execution of works by vehicles in accordance with time technological schedules of postflight servicing of aircrafts on the basis of daily plans of flights is handled. The geoinformation system of the airport territory is formed in the two-dimensional coordinates, and coordinates of vehicles are determined according to the relative geographic coordinates.

The invention relates to the field of management of transport vehicleson the airport territory using satellite positioning technologies.

There exists the technique of audiovisual warning of a risk of collision(intersection) of aircrafts (AC) and land-based vehicles (LBV) thatenables emergency stopping an AC and LBV trying to move to the runwaywithout authorization. The technique is based on controlling thelocation of an AC and LBV by automatic sensors, by way of activation ofthe stop barrier, warning of the pilot by radiophone, tracking lightingturn-on. In case of unauthorized crossing of the stop barrier, impulsesearchlights are turned on automatically by sensors, such searchlightsbeing set up so that to cover the pilot's field of vision, and sound andlight alarm systems are turned on automatically at the control center(see RF application #94005903, cl. G 08 G 5/06, publ. 1995)—analogue.

The deficiency of this technique is as follows: non-availability ofinformation at any particular moment about location of LBVs, theirroutes, speed of their movement, state of LBVs, terms of execution ofworks and compliance of such works with the technological schedule ofworks that reduces effectiveness of LBV management, does not provideobjective information on state of LBVs and, therefore, reduces securityof flight servicing works at the airport.

There also exists the technique of real-time tracking and management ofaircrafts (ACs) and land-based vehicles (LBVs) of the airport thatincludes formation of a 3D geoinformation system of the airportterritory (AT), real-time determination of geostationary geocentriccoordinates of ACs and LBVs, control of speed and/or routes of LBVs andLBV traffic management (see U.S. Pat. No. 5,867,804, cl. G 06 F 163 /00,publ. Feb. 2, 1999)—prototype.

The deficiencies of the given technique are as follows:over-sophistication of co-ordinates algorithms (due to recalculation) oftracking and management of LBVs and large implementation expensesbecause of direct transfer of vehicle-borne equipment of ACs and methodsof solution of tasks in the air to land-based equipment of LBVs,overburdening of dispatchers with information due to use of informationdisplay devices of air traffic control terminals (ATC). Moreover, thereis subjectivism in receipt of information about nature of works beingperformed and state of LBVs, so its reliability is low. There is noreal-time information about state of LBVs and terms of performance ofdifferent works by them in accordance with technological schedules of ACservicing and daily plans of flights, as well as an increase of time fordetermination of current co-ordinates of LBVs that affectsdecision-making as to management, reducing safety.

The objective of the technique to be patented is to increaseeffectiveness and safety of tracking and management of LBVs and toreduce expenses for implementation of the technique, as well as toincrease reliability of information about LBVs, to exclude subjectivismas far as receipt of information is concerned and to improve quality ofAC and traveler servicing works carried out by LBVs. Moreover, theobjective of this technique is to provide for receipt, transfer,storage, analysis and processing of information about performance of ACservicing works by LBVs.

The specified objective is reached by the fact that the technique ofreal-time tracking and management of land-based vehicles (LBVs) of theairport that includes formation of a geoinformation system of theairport territory (AS), real-time determination of co-ordinates of LBVsusing satellite positioning devices, control of speed and/or routes ofLBVs and LBV traffic management, as compared to the prototype technique,provides for permanent control of state of LBVs and/or time of executionof works by each LBV and management of traffic and performance of worksby LBVs in accordance with time technological schedules of postflightservicing of aircrafts (ACs) on the basic of daily plans of flights, inthis case the geoinformation system of the AT is formed in thetwo-dimensional coordinates, and LBV co-ordinates are determined in therelative geographic coordinates.

As well as that state of LBVs is controlled and/or coordinates of LBVsare determined using satellite positioning devices by way of periodicinquiry, and data obtained are transferred to the central database ofthe dispatcher center for subsequent storage, analysis and processing.

As well as that control of state of LBVs includes control ofturn-on/turn-off of ignition, opening/closing of doors, lifting/loweringof elevators to a predetermined height, cargo weight, AC board contact,entry/withdrawal from the works execution area, volume of fuel and waterduring fueling ACs, contact of special LBVs (tractors) with the frontleg of the AC undercarriage, crippling of equipment of LBVs, distance toan object and/or integrity of cargo packing.

As well as that contingencies and reaction of drivers and/or automaticdevices of LBVs to them are also controlled.

As well as that breakdowns, fire and/or terrorist attacks are taken intoconsideration while controlling contingencies.

As well as that management of traffic and execution of works by LBVs arecarried out by way of transmission of massages from and/to LBVs ininteractive mode and/or in strictly formalized mode.

As well as that transmission of messages from and/or to LBVs and receiptof data about state of and/or coordinates of LBVs is effected over adedicated digital channel.

As well as that the geoinformation system of the airport territory isformed in a multi-level structure.

As well as that the multi-level structure of the geoinformation systemof the airport territory includes the airport surface, undergroundcommunications, overground objects, a scheme of distribution andarrangement of traffic of LBVs, special transports and carriers.

As well as that the geoinformation system of the airport territory isrepresented as a digitalized map with scale change elements.

As well as that while controlling LBVs, LBV traffic routes are presetusing heuristic methods with a possibility of their furtheroptimization.

As well as that location of a LBV on the geoinformation system of theairport territory is visualized by way of an icon.

As well as that GSP and/or GLONASS systems are used as satellitepositioning devices.

FIG. 1 shows the system of real-time tracking and management ofland-based vehicles (LBVs) of the airport that realizes the technique tobe patented.

FIG. 2 shows the structure of the system's hardware and softwarecomplex.

FIG. 3 shows the time technological schedule of post flight servicing ofLBVs.

FIG. 4 shows the algorithm of work of DS dispatcher.

FIGS. 5-17 show images on the DS display during the operator's work.

The system of real-time tracking and management of LBVs of the airportconsists of a vehicle-borne complex 1, a communication and channelcontrol subsystem 2 and an applied subsystem 3. Connection between theapplied subsystem 3 and the communication and channel control subsystem2 is carried out over the Ethernet, connection between the vehicle-bornecomplex 1 and the communication and channel control subsystem 2 iscarried out over a dedicated digital radio channel (USW band).

The vehicle-borne complex 1 is set up on each LBV and consists of avehicle-borne controller 4 that represents a microprocessor 5 (MP) withinput 6 and output buffers and nonvolatile memory 8 (FLASH). MicrochipTechnology Inc: Pic 16 C 77 X Family can be used as a MP 5. The MP 5 isconnected through a modem 9 to a radiostation 10, for example, GM350,with a USW-antenna 11 and a multi-channel navigation GPS receiver 12with a navigation antenna 13. A LBV state control module 14 and a powermodule 15 of 8-32V are connected to the input buffer 6 of the MP5through a LBV ignition lock 16. The LBV state control module representsa set of sensors that includes, for example, an ignitionturn-on/turn-off sensor and/or a doors opening/closing sensor and/or asensor of lofting/lowering of elevators to a predetermined height and/ora sensor of a LBV's contact with a AC's board, and/or sensor ofentry/withdrawal from the works execution area, and/or a vehicle-borneequipment crippling sensor, and/or a sensor of distance to an object,and/or a cargo packing integrity sensor.

The output buffer 7 can be connected to a beacon 17 that gives signalsof a communication call and/or trespassing a dangerous (restricted)area, and/or a loud speaker.

The vehicle-borne controller 4 can be produced in two ways: with a textterminal or with a remote key panel 18.

The text terminal is designed for providing the driver with pagingcommunication with the dispatcher and displaying information aboutoperation of the vehicle-borne complex 1. If the driver has such aterminal he can send to the dispatcher (or receive from him) a standardset of messages that correspond to different situations in on-line mode.The text terminal is made as a liquid-crystal indicator (LCI) with 4hermetic lighted keys, which is connected through a LCI controller tothe MP 5.

Instead of a LCI the MP 5 can have a remote key panel that is designedfor performance of a limited (tabulated) set of functions as the textterminal and is fixed on those LBVs that do not provide for use of atext terminal and enables sending messages in point-to-point operation.

The MP 5 of the vehicle-borne controller 4 controls the radio station 10and navigation receiver 12, moreover it enables automatic startup of thewhole vehicle-borne complex 1 on turn-on of the ignition lock 16 of aLBV and its shutdown after expiration of preset time after turn-off ofthe engine to prevent discharging of the vehicle-borne power module 15that is represented by, for example, a LBV battery.

A GPS receiver can be used as a multi-channel navigation receiver 12that decodes and processes satellite signals and thus determinescoordinates, speed and route of LBVs and is specially designed formobile applications.

The navigation receiver is based on two chips of Rockwell company thatcontain a majority of necessary GPS-functions. “Gemini/Pisces” MonoPacTMcontains all radio frequency signal conversion and multiplicationcircuits. It transfers a signal to Scorpio circuit. Scorpio circuitcontains an integrated chip and all hardware required for specialprocessing of a GPS-signal. Memory and auxiliary components add to thesechips to complete the navigation system.

The communication and channel control subsystem 2 includes a serialcommunication controller 19, a modem 20, a readiostation 21 with acombined USW-antenna 22, as well as a differential adjustment unit (DAU)23 with a navigation GPS antenna 24, a power unit 25 mostlyuninterruptible one like UPS.

The DAU 23 is a high-frequency multi-channel navigation receiver withphase processing of signals.

A differential GPS (DGPS) Jupiter (see, for example, U.S. Pat. No.56,003,329, cl. 342/357.03, publ. Feb. 4, 1997) that enablesdetermination of not absolute but relative geographic coordinates, forexample, coordinates in relation to an affixed reference point on theground surface, that increases positional accuracy (systematic errorcorrection), can be used as a DAU 23.

The IBM PC-based communication controller 19 provides for receipt of adata stream that is transmitted over a radio-channel and its decoding.

Original algorithms protected by U.S. Pat. Nos. 2,070,315, 2,095,757 arerealized in the communication controller 19.

The applied subsystem 3 or as it is called “control center” (CC)consists of a lock 26 being a device that ensures conversion of datafrom external formats to a format perceived by a server 27 connected todatabase memory 28 that is designed for archiving and storage of dataabout servicing of LBVs, LBV traffic routes, LBV state and otherinformation. At least one dispatcher station (DS) 28 is connected tolock the 26. There can be any number of DSs, but the optimum number is3-5 stations. The dispatcher station (DS) is designed to displayinformation about location and state of LBVs in the form of a table (LBVidentifier, type of LBV, speed, generation of data about LBV, state ofincremental transducers, etc.), inserting of housekeeping information(type of LBV, crew number, route), receipt of requested on-lineinformation about location and state of vehicles from the remotedatabase of the control center (CC), display of an apron territorygraphic outline, display of LBV location on a graphical scheme, handlingof graphic data (zooming, scrolling, etc.), automatic control of eventsconnected with LBV traffic parameters and an AC technological servicingschedule, audible warning of the dispatcher and change of the LBV image(color of an object shown) in case of receipt of an alarm message.Interaction of the applied subsystem 3 with the communication controller19, as well as connection of the lock 26 to the DS 28 is carried outover the Ethernet. The server, for example, Sun ULTRA 10 with thedatabase management system Oracle 8 is used as a server.

Operation under the technique to be patented is carried out as follows:

The MP 5 of the vehicle-borne controller 4 collects and preprocessesnavigation information from the navigation receiver 12 and from the LBVstate control unit of the vehicle-borne sensors 13, receives andtransmits telemetry information, visualizes text messages, controlsoperation of the radio-station 10.

Vehicle-borne equipment is connected to the power module 15, forexample, to a LBV battery, through the ignition lock 16 of a LBV. Onturning on the ignition lock 16 of a LBV a signal is delivered to one ofinputs of the input buffer 6 of the MP 5 of the vehicle-borne controller4. On receipt of the given signal the MP5 of the vehicle-bornecontroller 4 generates instructions for transfer of the navigationreceiver (NR) 12 from standby mode to operating one and for turn-on ofthe radio-station 10 and lighting of a LCI or key panel 18.

On turn-off of the ignition lock 16 after 6-minute holdup the MP 5 ofthe vehicle-borne controller 4 generates instructions for transfer ofthe NR 12 to standby mode and turn-off of the radio-station 10. Thegiven procedure is required for prevention of LBV battery discharging.

The NR 12 receives satellite signals from the navigation antenna 13 andyields geographic coordinates of location of LBVs with an interval of,for instance, 1 second. Navigation information is added withhousekeeping data (measuring mode, number of observable satellites,etc.) and is transmitted to the MP 5 of the vehicle-borne controller 4through a two-directional asynchronous port. The MP 5 of thevehicle-borne controller transmits information about mode of NRoperation to a LCI 18 for visualization.

The MP 5 of the vehicle-borne controller 4 enables the LBV driver tosend a text (formalized) message out of a preset list to the CC 3.Message data are stored in nonvolatile memory 8 and can be visualized onthe LCI 18. Messages are divided into urgent and informational. Thelatter ones are grouped into blocks, that allows finding and selecting anecessary message for sending to the CC 3. A massage is selected andsent using a key panel. In this case it is not a message itself, whichcan be rather long, but only its number that is transmitted over a radiochannel so reducing the volume of information transmitted and increasingthe bandwidth of a radio channel.

The MP 5 of the vehicle-borne controller 4, which is not equipped with atext terminal but has a remote key panel, allows sending only formalizedmessages: “ALARM”, “COMMENCEMENT”, “COMPLETION”, “DELAY”, etc.

The MP 5 forms a data package for transmission over a radio channel tothe CC 3 in accordance with the digital information exchange internalprotocol. The package includes the following data:

navigation parameters (coordinates, speed, route, time);

state of sensors;

number of the latest formalized message selected for sending.

A package can be sent automatically or upon an inquiry from the CC 3that is delivered over a dedicated digital radio channel between USWtransmit-receive antennas 11 and 22. Information exchange between the MP5 and the vehicle-borne radio-station 10 is carried out through theanalog interface. Upon receipt of an inquiry the MP 5 sends a datapackage to the radio-station 10 directly or through a modem 9. Thetransmission process is accompanied by confirmation of successfulreceipt of the package by the vehicle-borne radio-station 10 and ofsuccessful delivery of the package to the base radio-station 21.

Upon receipt of a text information package from the CC 3 the MP 5 placesit into the nonvolatile memory 8 and visualizes it on the LCI 18.

The communication and channel control subsystem 2 is designed fororganization of communication over radio-channels with LBVs, receipt oftelemetric information from LBVs, its preprocessing and transmission tothe server 27 for further displaying on one of the screens (terminals)of the dispatcher stations (DS) 28.

The differential adjustment unit (DAU) 23 is set up to a point withknown (predetermined) datum coordinates. Comparing current results ofmeasurements from GPS satellites with datum coordinates, the DAU 23generates correlation allowances on the basis of the method ofstatistical analysis of accidental errors of measurements, allowancesare delivered to the communication controller 19 with the interval of 1second and are used for adjustment of current location of a LBV.

The communication controller 19 processes both navigation informationabout location of LBVs and correlation allowances generated by the DAU23 and adjusts current geographic coordinates of LBVs to relative onesfor the purpose of increasing accuracy of position measurement. Therecan be reached accuracy of LBVs position measurement of up to 1-3 m (orless than 1 m).

The application system 3 (control center CC) interacts with thecommunication controller 19 over the local network Ethernet and is theend user of information. The database memory 28 of the server 27 storesall information about operation of LBVs, dispatchers, their interaction,as well as information about AC servicing schedules. Such information atany moment can be requested in order to carry out, for example, ananalysis of operation for correction of traffic management.

A DS 28 includes a specialized geoinformation subsystem that providesfor 2D multi-structural real-time displaying of current situation on anelectronic map, service capacities for control of operation of LBVcrews, means of detection of situations that require dispatcherintervention, etc.

The dispatcher handles LBV traffic and performance of works by LBVs inaccordance with AC technological servicing schedules on the basis of thedaily plan of flights. FIG. 3 shows an example of such a schedule. Itincludes a list of works on servicing of a particular AC, in this caseof IL-96, time of commencement and completion of a particular operation,duration of works, executor, as well as a network schedule ofperformance of works as a time diagram.

For lock-on of a LBV to the technological schedule the dispatcher at theDS takes the following actions:

1. Selection of a necessary flight out of a list of arrivals anddepartures, after that a table of technological servicing of ACs of agiven type becomes accessible where time for each operation inaccordance with current data of the daily schedule is fixed.

2. Selection of a necessary operation out of the technological schedule.

3. Startup of the Assignment mode, after that there appears a list ofLBVs that can perform the given operation and for which there is noother servicing operation assigned on the same time.

4. Selection of an appropriate LBV, after that a text message for theselected LBV is formed automatically where time of commencement andcompletion of the operation and a place of performance of the operationare fixed.

5. Insertion of additional information into a message (if required).

6. Confirmation of transmission of a control message to the LBV.

Control of the following operations of LBVs is ensured (assignment meansan operation of the technological schedule that is assigned by adispatcher for performance by a given LBV permitted for such operation):

1. Confirmation of receipt of an assignment—the LBV driver has receivedan assignment and is ready to arrive at an assigned place and time.

2. Commencement of performance of an assignment—the LBV driver hasarrived at an assigned place and started performing such assignment.

3. A signal about demurrage due to others' fault—the driver cannot getdown to an assignment as a proceeding operation of the technologicalschedule has not been completed. Such situation leads to a demurragemark in a special table.

4. An emergency signal—the driver cannot get down to an assignment orcannot go on performing an assignment because of an emergency situation.Such situation leads to an alarm mark in a special table, accentuationof a message from the given LBV with the red color, a sound signal andtermination of an assignment.

5. Completion of an assignment—the driver has successfully completed anassignment.

A LBV is considered to be assigned only after the driver has confirmedreceipt of such assignment.

A notification of completion of one of the above-mentioned operationscan be transmitted from a LBV to a dispatcher over a radio channel orcan be entered by a dispatcher from the DS if it was received in a waythat is not controlled by the system automatically.

The system matches assigned time of completion of the operation and real(current) time. In case of delay in commencement of performance of worksthe system marks in red a scheduled time of commencement of anassignment and calculates duration of delay. In case of delay incompletion of an assignment the system marks in red a scheduled time ofcompletion of an assignment and calculates duration of delay. Therefollows an example of implementation of the technique to be patented.

Control of state of LBVs includes, for example, control of involvementof a LBV in a AC servicing operation, assignment wait (ignition off);movement to a parking; performance of assignments other than onservicing of ACs (fueling, checkup, etc.); state of communication, stateof GPS; speed of movement, ignition on and off, a distance to an AC (forramps); opening and closing of doors (for buses); lifting and loweringof elevators (for elevators); route; opening of an equipment bay; timeof receipt of the latest package from a LBV; state of LBVs.

While managing LBV traffic and work there can be entered any randominstruction, for instance, bus #_ move to stop #_; bus #_ help #_; bus#_ pick up duty officer at entrance #_; etc.

30 formalized instructions (messages) from LBVs are “threaded” into thememory of MP 5 of the vehicle-borne controller 4:

- medical aid required - Moved to parking without - SC officers requiredagent - AC damage - Arrived at parking - Accident - Commencement ofboarding - Breakdown of passengers to bus - Parking assignmentaccepted - Arrived at air terminal - Bus for agent brought up -Commencement of debussing - Moved to parking with agent - Debussingfinished - Bus brought up to exit - Loading finished - Ramp set up atparking - Arrived at parking; get down - Ramp driven away to fuelling -Ramp left at parking - Fuelling finished - Arrived at terminal - Arrivedat parking, get down - Commencement of movement to assignment to base -Assignment completed - Assigmnent accepted, - Commencement of operationperforming - Completion of operation - Arrived at parking, started -Obstacle removed loading

Actions of the Operator at the DS 28 1. Log-in

On entering the system at the beginning of a shift in order to accessthe system the DS 28 operator performs registration. For this purpose heselects the Login command in the File menu. There appears an operatorregistration dialog box on the screen lapped over the main box (see FIG.5).

An operator's own (code) name (User Name) and Password should be enteredinto the fields of this box. The code name (“English” letters are used)is agreed with the maintenance programmer (DB administrator) prior touse of the system.

Password, when entered, will be shown as the symbols “*”—one “star” foreach character entered.

Since a user name and password are entered, press OK or <Enter>. Ifeverything is correct the Database Login box will disappear and thedispatcher can get down to work. Note: Registration of an operator inthe system and his authorization (identification) for access toinformation and fulfillment of instructions are carried out by thesystem administration. The system administrator gives a password to theoperator that must by used by him for registration. Access to the systemcan be refused for the operator under the following conditions:

operator's name is not registered in the system;

other operator logged into the system under the given name;

operator's name and password are entered incorrectly.

2. Log-off

When a shift is over the operator must complete the session by cancelinghis registration in the system. For this purpose he should select theLogOff command of the File menu. There appears a dialog box for enteringa password on the screen lapped over the main box of the application(see FIG. 6).

The operator should enter the password used at the beginning of thesession. It will be shown as a “*”—one “Star” for each characterentered.

Since a password is entered, he should click OK or <Enter>. Iteverything is correct the box will disappear and the dispatcher canleave his station. Another dispatcher taking over the shift at this DSmust start his work with registration (see 1. Log-in).

3. LVBs Movement and State Tracking

3.1 Apron Territory Monitoring

A scheme of arrangement and organization of traffic of ACs, specialtransports and other vehicles and parking lots—MS Scheme (electronicmap)—is used for apron territory monitoring. It occupies the top part ofthe application main box and can be of different scale both in whole andas a separate fragment. Representation is managed by clicking(selecting) tool keys represented on the toolbar (see 7).

The mouse is used to select a tool. Keys-arrows move the visibilityscope (box) in the appropriate direction over the “fixed” map. The keyincreases the scale of the map,—enlarges representation while keepinglocation of its center. The key performs the reverse action enlargingdimensions of a visible part of the apron and decreasing the scale ofrepresentation. The key allows seeing the whole map on the screen.

3.2. Vehicle Location Monitoring

For the purpose of monitoring location of vehicles a map in theapplication main box and the Vehicles bookmark (see FIG. 8) are used;vehicles are depicted on the map as icons—each icon corresponds to typeof vehicle:

A line in the right spreadsheet at the bottom of the bookmarkcorresponds to each vehicle. The spreadsheet on the left side of thebookmark allows limiting the number of vehicles that can be seen in theright spreadsheet by attribution to a particular type.

If the search vehicle is not represented in the visible area of thescheme it can be selected in the spreadsheet on the Vehicles bookmark.By the Show On Map instruction an object selected in the spreadsheet isplaced to the center of the area occupied by the scheme. The scale ofthe scheme is not changed and the visible area moves to the requireddirection.

In order to search a vehicle in the spreadsheet there can be used theFind Vehicle in Spreadsheet box. Assignment for a vehicle is given byentering its name into this box or selecting the name in a pop-up list.On clicking the Find key a search vehicle will appear as a marked line.If to click Show On Map thereafter the vehicle will appear in the centerof the scheme.

3.3. Control of Vehicle State

State of vehicles is controlled according to their images on theelectronic map and state spreadsheet on the Vehicles bookmark (see FIG.8 in “Vehicles Location Monitoring”).

The following information about vehicles state is shown in thespreadsheet:

Speed—current speed of an automobile (km/h) is indicated. If speed of avehicle does not exceed admissible one then the value is shown in green.In case of violation by a vehicle of speed mode (for example, over 20km/h) the speed value is shown in red and an audio signal soundsperiodically.

Vehicle state control sensors 14—state of sensors vehicles are quippedwith in accordance with the following spreadsheet is indicated:

Type of vehicle equipped with Sensor number Controlled device sensor 1Door #1 Buses 2 Door #2 Buses 3 Door #3 Buses 4 Door #4 Buses 5Equipment bay Domestic bus, domestic ramp 6 Distance to AC All ramps

In case of doors sensor reaction—“Doors 123456” (all doors are open),“Doors 1.3. (Doors # 1 and #3 are opened). If all doors areclosed—“Doors . . . ”

In case of equipment bay sensor reaction—“Bay open”.

In case of distance sensor reaction—“Over 1 meter to AC” or “Less than 1meter to AC”.

Ignition—state is indicated—on or off.

Time—time of formation of the last package from a vehicle is indicated(hh.mm).

GPS status—information about age of coordinate data.

Vehicle state—general state of a vehicle—normal, delay, alarm.

For the purpose of controlling state of vehicles colors of vehicle iconsare translated as follows:

Black—data received from a vehicle are obsolete (received over 15minutes ago).

Gray—vehicle ignition is tuned off

Red—an alarm signal comes from a vehicle

Blue—a vehicle operates properly

Green—vehicle ignition is turned off

Names of vehicles involved in an emergency situation or are idle due toconflicts at MS, are indicated in the spreadsheet to the left of thescheme (emergency list). To find out a reason why the vehicle is in thelist the Show Message key should be clicked which is located below thelist. As a result the Messages From Vehicle bookmark will appear in thebottom part of the box, and a message that was the reason for includingthe vehicle in the emergency list will be marked in the spreadsheet onthis bookmark. For vehicles not equipped with text terminalsdetermination of a reason for occurrence of an emergency situation ismade through voice communication with the driver.

In order to delete a vehicle from the emergency list the operator canuse the Obstacle Removed key located below the list. Vehicles from whichthe system receives a message of recovery of serviceability are deletedfrom the list automatically.

In case the vehicle driver trespasses a restricted area, the name of thegiven vehicle is placed to the spreadsheet in the left bottom part ofthe main box of the DS and the line with the vehicle number is coloredin red. In this case an audible signal goes. In order to delete thegiven vehicle from the box it is necessary to point the mouse cursor tothe line in the spreadsheet and press the left key of the mouse.

In case of receipt of an alarm signal from the driver the operator musttake actions in accordance with the situation:

1. Medical aid required—calling of the airport medical service;

2. Security service offices required—calling of the security service andmilitia,

3. AC damage—calling of appropriate services;

4. Accident—calling of services appropriate to the accident;

5. Breakdown—calling of the technical support service;

Such reaction of the system can be realized automatically using theformalized scheme (dominant rules) of interaction.

4. Exchange of Messages With Vehicle Drivers

4.1. Sending a General Message to the Vehicle Driver

In order to send a general message (up to 120 characters) to the vehicledriver the following procedure must be followed:

1) Select the Vehicles bookmark (see FIG. 9);

2) Select a required vehicle from the list of vehicles;

3) Type a message into the input box at the bottom.

4) Add the message to queue for sending by clicking the Send Message key

5) Results can be controlled on the Outgoing Messages bookmark (added toqueue, sent, not sent).

4.2. Viewing Messages Received from a Vehicle

To view messages received from vehicles the operator selects theMessages From Vehicles bookmark. It displays a list of messages receivedfrom vehicles (see FIG. 10).

Messages read by the operator must by marked as “read messages”. Thiscan be done by clicking the Read column in the line of the appropriatemessage, or such mark is put automatically in case the operator clicksRead Message. On clicking it the whole message (only a part of it can beseen in the spreadsheet) is shown in the right box of the bookmark.Information about what vehicle this massage was received from is shownabove it (in blue).

The following table 1 shows standard messages received from vehicles,their statuses and codes.

5.1. Monitoring Occupancy of Parking Spaces by the Spreadsheet

In order to view information on parking spaces, select the VehicleParking Spaces bookmark (see FIG. 9).

The bookmark shows two lists: free parking spaces and spaces occupied(reserves) by ACs of particular flights.

If it is necessary to obtain data about a vehicle on the parking spacethe operator selects it in the appropriate list and clicks the Show OnMap key. The area of this parking occupies the center of the map box.

5. Monitoring Occupancy of Parking Spaces

5.2. Monitoring Occupancy of Parking Spaces by the Map

In order to show parking spaces on the map the operator must set off aline with a LBV in the appropriate spreadsheet and click the Show On Mapkey. Such LBV will be displayed in the center of the map box.

The parking space is shown as an octagon on the map.

An icon-silhouette of an aircraft is displayed in parking spaces whereaircraft servicing works are being carried out.

6. Control of Execution of the Technological Schedule

6.1. Viewing the Daily Schedule Flight List

In order to view a list of flights the operator selects the DailySchedule bookmark (see FIG. 10).

Flight parameters are specified in the spreadsheet:

Flight number;

Scheduled arrival time;

Arrival time taking into account delay;

Board number;

Aircraft type;

Parking space (if assigned);

Flight type (local, international, unscheduled);

TABLE 1 Message codes by types of LBVs*) Supplier Water Bus AutoelevatorSanitaion Ford filling Ramp Massage Message status (Neoplan) (Ford 800)vehicle Transit vehicle Refueller (ABS 580) Tractor Medical aid required 1  1  1  1  1  1  1  1 SC officers required ALARM  2  2  2  2  2  2  2 2 AC damage  3  3  3  3  3  3  3  3 Accident  4  4  4  4  4  4  4  4Breakdown  5  5  5  5  5  5  5  5 Parking assignment acceptedCONFIRMATION  6  6 Bus for agents brought up  7 Moved to parking withagent  8 Moved to parking without agent  9 Arrived at parking 10 10Commencement of boarding of INFORMATION 11 passengers to bus Arrived atair terminal 12 Commencement of debussing of 13 passengers Debussingfinished 14 Bus brought up to exit 15 Demurrage due to others' faultDELAY 16 16 16 16 16 16 16 16 (conflict situation) Ramp set up atparking 17 Ramp driven away INFORMATION 18 Ramp left at parking 19Arrived at air terminal 20 Commencement of movement from 21 parking tobase Assignment accepted, performing CONFIRMATION 22 22 22 22 22 22Arrived at parking, started loading COMMENCEMENT 23 23 Loading completedCOMPLETION 24 24 Arrived at parking, get down to COMMENCEMENT 25 25refueling Refueling completed COMPLETION 26 26 Arrived at parking, getdown to COMMENCEMENT 27 27 assignment Assignment completed COMPLETION 2828 Commencement of operation COMMENCEMENT 30 30 Completion of operationCOMPLETION 31 31 Obstacle removed OBSTACLE REM. 32 32 32 32 32 32 32 32*) Empty boxes mean that vehicles of the given type do not send suchmassages

Arrival and departure;

7. Assignment of a Vehicle to Servicing a AC and Issuing ControlInstructions to it

Flights assigned to arrival/departure are displayed in the OncomingFlights spreadsheet located in the application box to the right of themap (see FIG. 11).

Appearance of a flight in this table signals to the operator about anecessity to assign a vehicle for servicing this flight.

To assign a vehicle the operator selects the Technological Schedulebookmark (see FIG. 14).

It shows a list of flights and parking spaces for which flight servicingis assigned. On selecting a flight and parking space, a list of works,time of their commencement and completion for the selected flight isdisplayed in the right part of the spreadsheet. Selection of a flightand opening of the Technological Schedule bookmark itself can be done bydouble-clicking the flight line in the Oncoming Flights spreadsheet. Foreach type of works the operator must assign a vehicle out of the list ofpermitted ones. To select a vehicle for an operation specified in themarked line of the right spreadsheet, the Assign Vehicle key should beclicked. The Assignment of Vehicle box will appear. Variants of this boxfor performance of different operations are represented here (see FIGS.15, 16, 17).

A vehicle in the assignment box is selected in the left list. Selectionis confirmed by clicking the Select key. The additional box in theAttributes of Message area allows circumstantiating performance of thetechnological operation by selecting a particular variant or enteringadditional information (composition of attributes depends on type ofoperation to be performed). Since a vehicle is selected a message willbe shown on the screen. In some cases information inaccessible to thesystem should be inserted into it. A message is sent to the driver byclicking the Assign key.

In order to make substitution of a vehicle assigned for an operationpossible the Assignment Canceled key is used on the TechnologicalSchedule bookmark. After this key is clicked the fields of vehicle nameand marks/time of commencement/completion of an operation are cleared inthe selected line of the technological operations spreadsheet. Afterthat a new assignment of a vehicle can be done.

If the vehicle crew confirms receipt of the assignment such vehicle willbe marked (on the Technological Schedule bookmark) as assigned for theoperation.

The flight for servicing of which the operator made all necessaryassignments is deleted from the Oncoming Flights spreadsheet. Thoseflights for which a partial assignment is made or assignments ofvehicles were canceled (the schedule is not formed completely) appear inthe Assignment of Vehicle list (to the right of the scheme, second fromthe top). Naturally, the operator must also make assignments of vehiclesfor such flights.

8. Control of Execution of AC Servicing Technological Schedule byDifferent LBVs

Execution of operations is displayed on the Technological Schedulebookmark. Since a vehicle crew has confirmed receipt of an assignmentthe Assigned mark appears in the spreadsheet line that corresponds tosuch operation.

After a message of commencement of work is received from a vehicle theoperation status will be changed to “being performed”.

On receipt of a message of completion of an operation from a vehicle theCompleted mark appears in the spreadsheet line that corresponds to suchoperation. The operator uses the keys Assignment Accepted, OperationCommenced, Operation Completed, Demurrage of Vehicle below theTechnological Schedule bookmark to define for the system a status ofexecution of technological operations in an alternative way.

Such method is used in cases where for some reason a massage from avehicle was not received in the ordinary way, namely over a radiochannel to the server, and the operator received reliable informationabout state of a vehicle over other (voice) communication channels.

The system controls timeliness of arrival of messages from vehicles ortheir imitation made by the operator. In case of their absence at apredefined moment, a flight number will appear in the Servicing Delaysspreadsheet on the Flight Servicing bar. The fact of appearance isaccompanied by a sound signal.

The technological schedule for works being performed shows delay incommencement/completion of work as compared to the scheduled time. Thesystem controls facts of non-observance of the technological scheduleand shows flight numbers in respect of which such non-observance takesplace in the Servicing Delays spreadsheet to the right of the map (seeFIG. 16).

Double-click of the left mouse key on a line in this spreadsheet opensthe Technological Schedule bookmark and shows operations of theappropriate flight in its right spreadsheet.

9. Procedures in Case of System Operation Failure

In case of non-serviceability of the dispatcher station program theoperator should address the system administrator or perform a sequenceof actions assigned by him.

What is claimed is:
 1. A method of real-time tracking and management ofland-based vehicles (LBVs) of the airport, said method comprising:forming of a geoinformation system of the airport territory thatprovides for reflection of at least one of current situation, real-timedetermination of coordinates of vehicles using satellite positioningdevices, control of speed and routes of LBVs and arrangement of LBVtraffic, controlling of at least one of state of LBVs and time ofexecution of works by each vehicle and control of movement and executionof works by LBVs by at least one of transmitting messages from and toLBVs in at least one of an interactive mode and in a formalized mode inaccordance with the time technological schedule of postflight servicingof aircrafts on the basis of the daily plan of flights, thegeoinformation system of the airport territory being formed intwo-dimensional coordinates, and vehicle coordinates being determined inrelative geographic coordinates.
 2. The method of claim 1, whereincontrol of at least one of state and determination of vehiclecoordinates using satellite positioning devices is carried out by way ofperiodic inquiry, and data obtained are transferred to the centraldatabase of the dispatcher center for subsequent storage, analysis andprocess.
 3. The method of claim 1, wherein control of state of vehiclesincludes at least one of turn-on/turn-off of ignition, opening/closingof doors, lifting/lowering of elevators to a predetermined height, cargoweight, AC board contact, entry/withdrawal from the works executionarea, volume of fuel and water during fueling AC, contact of a LBV withthe front leg of the undercarriage of an AC, crippling of vehicle-borneequipment of LBVs, distance to an object and integrity of cargo packing.4. The method of claim 1, wherein there is additional control of anabnormal situation and reaction of at least one of drivers of anddevices of vehicles.
 5. The method of claim 4, wherein at least onebreakdowns, fire and terrorist attacks are taken into account incontrolling an abnormal situation.
 6. The method of claim 2, wherein atleast one transmission of messages from and to vehicles and receipt ofdata about at least one of state and coordinates of vehicles is carriedout over a dedicated digital channel.
 7. The method of claim 1, whereinthe geoinformation system of the airport territory is formed in amulti-level structure.
 8. The method of claim 7, wherein the multi-levelstructure of the geoinformation system of the airport territory includesthe airport surface, underground communications, overground objects,scheme of arrangement and organization of traffic LBVS, specialtransports and carriers.
 9. The method of claim 1, wherein thegeoinformation system of the airport territory is represented as adigitalized map with scale change elements.
 10. The method of claim 1,wherein while controlling vehicles, routes of vehicle movement aredefined using heuristic methods with a possibility of their furtheroptimization.
 11. The method of claim 1, wherein location of vehicles onthe geoinformation system of the airport territory is visualized by wayof icons.
 12. The method of claim 1, wherein at least one of the GPS andGLONASS systems are used as satellite positioning devices.
 13. A methodof real-time tracking and management of land-based vehicles (LBVs) ofthe airport, said method comprising: forming of a geoinformation systemof the airport territory that provides for reflection of at least one ofcurrent situation, real-time determination of coordinates of vehiclesusing satellite positioning devices, control of speed and routes of LBVsand arrangement of LBV traffic, controlling of at least one of state ofLBVs and time of execution of works by each vehicle and control ofmovement and execution of works by LBVs in accordance with timetechnological schedule of postflight servicing of aircrafts on the basisof the daily plan of flights, the geoinformation system of the airportterritory being formed in two-dimensional coordinates, and vehiclecoordinates being determined in relative geographic coordinates, andcontrolling of state of vehicles includes at least one of control ofturn-on/turn-off of ignition, opening/closing of doors, lifting/loweringof elevators to a predetermined height, cargo weight, AC board contact,entry/withdrawal from the works execution area, volume of fuel and waterduring fueling AC, contact of a LBV with the front leg of theundercarriage of an AC, crippling of vehicle-borne equipment of LBVs,distance to an object and integrity of cargo packing.
 14. A method ofreal-time tracking and management of land-based vehicles (LBVs) of theairport, said method comprising: forming of a geoinformation system ofthe airport territory that provides for reflection of at least one ofcurrent situation, real-time determination of coordinates of vehiclesusing satellite positioning devices, control of speed and routes of LBVsand arrangement of LBV traffic, controlling of at least one of state ofLBVs and time of execution of works by each vehicle and control ofmovement and execution of works by LBVs in accordance with timetechnological schedule of postflight servicing of aircrafts on the basisof the daily plan of flights, the geoinformation system of the airportterritory being formed in two-dimensional coordinates, and vehiclecoordinates being determined in relative geographic coordinates, andforming the geoinformation system of the airport territory in amulti-level structure.
 15. The method of claim 14, wherein themulti-level structure of the geoinformation system of the airportterritory includes the airport surface, underground communications,overground objects, scheme of arrangement and organization of trafficLBVs, special transports and carriers.
 16. A method of real-timetracking and management of land-based vehicles (LBVS) of the airport,said method comprising: forming of a geoinformation system of theairport territory that provides for reflection of at least one ofcurrent situation, real-time determination of coordinates of vehiclesusing satellite positioning devices, control of speed and routes of LBVsand arrangement of LBV traffic, controlling of at least one of state ofLBVs and time of execution of works by each vehicle and control ofmovement and execution of works by LBVs in accordance with timetechnological schedule of postflight servicing of aircrafts on the basisof the daily plan of flights, the geoinformation system of the airportterritory being formed in two-dimensional coordinates, and vehiclecoordinates being determined in relative geographic coordinates, andrepresenting the geoinformation system of the airport territory as adigitalized map with scale change elements.
 17. A method of real-timetracking and management of land-based vehicles (LBVs) of the airport,said method comprising: forming of a geoinformation system of theairport territory that provides for reflection of at least one ofcurrent situation, real-time determination of coordinates of vehiclesusing satellite positioning devices, control of speed and routes of LBVsand arrangement of LBV traffic, controlling of at least one of state ofLBVs and time of execution of works by each vehicle and control ofmovement and execution of works by LBVs in accordance with timetechnological schedule of postflight servicing of aircrafts on the basisof the daily plan of flights, the geoinformation system of the airportterritory being formed in two-dimensional coordinates, and vehiclecoordinates being determined in relative geographic coordinates, anddefining, while controlling vehicles, routes of vehicle movement usingheuristic methods with a possibility of their further optimization.